WO1999046139A1

WO1999046139A1 - Method and device for statically or dynamically determining set values concerning braking forces or braking torque

Info

Publication number: WO1999046139A1
Application number: PCT/EP1999/001542
Authority: WO
Inventors: Jürgen Böhm; Thomas Berthold
Original assignee: Continental Teves Ag & Co. Ohg
Priority date: 1998-03-12
Filing date: 1999-03-10
Publication date: 1999-09-16
Also published as: JP2002506339A; EP1062114B1; DE59912155D1; US6457784B1; DE19810656A1; EP1062114A1

Abstract

The invention concerns a device for determining set values concerning braking forces or torque in a vehicle braking installation comprising an electric drive (101), a friction brake (107) applying braking forces on all the vehicle wheels (109), based on corresponding set values, and an electrodynamic regenerative brake applying braking forces on at least one axle (110b) based on corresponding set values. Said device comprises an element (203) for determining a set vehicle deceleration from a predetermined desire for deceleration, and an element (204, 205) for determining set values based on the set vehicle deceleration. The element for determining set values based on desire for deceleration magnifies the set value for the electrodynamic regenerative brake as much as possible, or it adjusts said set values intended for the electrodynamic regenerative brake or for the friction brake primarily on the basis of criteria related to the braking force distribution on the axles (110a, b). Said device can also comprise an element (301, 306) for correcting a set value intended for the friction brake, preferably at the front axle (210b), based on the electrodynamic regenerative brake (201, 205) dynamic behaviour.

Description

Method and device for statically or dynamically determining setpoints for braking forces or braking torques

The invention relates to a method and a device for the static and / or dynamic determination of target values for braking forces or braking torques according to the preambles of the independent claims. Such a method and such a device are known from EP-A-0 361 708.

The invention finds application in vehicles that are driven completely or at least partially by an electric drive. Such a vehicle is shown schematically in FIG. 1. An electric drive, for example an electric motor 101, can act on a vehicle axle 110b, preferably the front axle, via a transmission 103 and drive its wheels 109c, 109d. The motor receives its energy from a battery 102, a switching block 112 being interposed, which can switch the energy supply in accordance with a controller 100. The switching block 112 can have comparatively simple switches, for example relays, or more complex ones, for example thyristors.

Since electric motors can in principle also be operated as generators, electrically regenerative brakes have previously been proposed for electrically powered vehicles. They no longer use the engine as a drive source, but as a generator that runs through - 2 -

the pushing vehicle mass is driven as a generator via the wheels and the drive train and thereby charges the battery 102.

However, such a braking system alone is not sufficiently powerful for various reasons: The electric motor used often does not have enough power to be able to apply the required braking force as a generator. Furthermore, especially in the case of asynchronous drives, a manual transmission is often not used, so that there is insufficient braking force at high speeds, ie at high speeds. The relationship P = M ^■ &> gives the relationship between engine power P, engine torque M and engine speed &>. If the power P is considered to be more or less constant, the result is that at high speed the available drive torque and therefore also the available braking torque is low. An electric regenerative brake is therefore often not sufficiently powerful in high speed ranges to meet actual or legal requirements. The same applies to medium speed ranges when high decelerations are required. Even then, despite the lower speed, the electro-regenerative brake can sometimes not provide a sufficiently high braking torque. Another reason for the insufficient performance of a regenerative braking system is the limited charging capacity of the battery. For example, in the operating state in which the battery is fully charged, no braking torque may be applied by the electric motor as a generator if no additional electrical consumers are provided. Overcharging the battery can destroy it. cn cn 1 in φ SH φ XJ -P ß Φ Φ φ XJ G ß φ SH

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Thus, the strategy of maximizing the braking power of the electric regenerative brake is combined with a strategy for optimizing the braking behavior by distributing the braking forces over the different vehicle axles. Which of these strategies is to be followed is assessed in accordance with the deceleration request, for example on the basis of a target vehicle deceleration determined from the deceleration request. In a first area of the target vehicle deceleration with comparatively low values, the strategy of maximizing the braking power of the electric regenerative brake can be followed, which often corresponds to an exclusive use of the electric regenerative brake, while in a second area the target vehicle deceleration with higher Deceleration values the strategy of braking force distribution on the vehicle axles is followed.

The demarcation between the two areas can change, whereby the change can be made according to internal or external operating conditions.

The deceleration request influencing the choice of the respective braking strategy can be the driver request, as entered, for example, via the brake pedal. In the same way, however, delay requests generated by control technology can also be processed, for example from a vehicle sequence control or the like.

The deceleration request can on the one hand include a target vehicle deceleration (dimension m / s ² , negative acceleration). If the deceleration request is derived from the brake pedal, this value corresponds in a first approximation to the position of the brake pedal. In addition, however, the dynamic - the - 7 -

change over time - the delay request (dimension m / s ³ ) can be considered. If the deceleration request is derived from the brake pedal, this would correspond in a first approximation to the actuation speed of the brake pedal. The dynamics of the deceleration request can indicate whether a gentle, "normal" braking or a sudden, "extraordinary" panic braking is necessary. Thus, for example, depending on the dynamics of the deceleration request, the abovementioned range delimitation can be shifted in favor of the braking strategy for distributing the braking torques to the vehicle axles, even if the target vehicle deceleration still has comparatively small values.

The friction brake is preferably a hydraulically operated brake that can act individually on all wheels of the vehicle. A "brake-by-wire" system is particularly advantageous, in which the brake pressures - and accordingly the braking torques - on the individual wheels are built up hydraulically but individually according to electrical signals from a control system. With such a system, different braking torques for the friction brake can be built up wheel-wise or axle-wise in a simple manner. The "brake-by-wire" system can also be designed electromechanically.

It has also been found that the friction brake on the one hand and the electric regenerative brake on the other hand have different dynamic behavior. In particular, the response behavior of the electrically regenerative brake is often slower than that of the friction brake. This can be done on comparatively long transmission paths on the one hand in the drive train, but on the other hand and in particular to trace back to the underlying regulation. Since in practical embodiments of the described combined systems (combined of friction brake and electric-regenerative brake) on the one hand a friction brake control, but on the other hand also a control for the electric-regenerative brake is necessary, dead times can already result in the signal processing, leading to a slower response of the electric regenerative brake. In the same way, however, switching the motor between driving and braking operation can lead to dead times, since in particular the time constants of motor inductors do not allow switching to take place at any desired speed. As a result, the electric regenerative brake often follows its setpoint more slowly than the friction brake.

It is therefore proposed to modify at least one setpoint (generated according to static criteria) for the friction brake in accordance with the dynamic behavior of the electric-regenerative brake. In particular, that setpoint of the friction brake can be modified that is provided for the vehicle axle on which the electrically regenerative brake acts. The modification or correction can be carried out, for example, by a control-technical approach or by using a simulation.

Individual embodiments of the invention are described below with reference to the drawing. Show it: 9 -

1 schematically shows the structure of a vehicle in which the invention can be used,

2 shows a first embodiment according to the invention for determining target values for braking torques,

3 shows a variant of the embodiment according to FIG. 2,

Fig. 4 is a diagram based on which

Brake force distribution is described, and

5A, B a dynamic setpoint determination.

Before a first embodiment is described with reference to FIG. 2, a vehicle in which the invention can be used is explained with reference to FIG. 1.

1 schematically shows a top view of a vehicle in which the front axle 110b is shown on the right and the rear axle 110a is shown on the left. Wheel sensors 108a - 108d and friction brakes 107a - 107d are assigned to the four wheels 109a - 109d. The friction brake system is preferably a "brake-by-wire" system in which the brake pressures and, accordingly, the braking torques on the individual wheels are generated in accordance with electrical signals, the electrical signals preferably being axle-specific and particularly preferably wheel-individually by Control 111 is generated and fed to the individual friction brakes 107a-107d on the individual wheels. The vehicle is driven by an electric drive 101, preferably an electric motor, which receives its energy from a battery 102. There is a switching unit 112 between the battery 102 and the motor 101 - 10 -

switched, which controls the energy flow between battery 102 and motor 101 in accordance with commands from a controller 100. The switching unit 112 can have simple relays, for example. However, more complex switching units 112 are also possible, which control the energy flow by means of electronically switchable switches, for example thyristors, in particular GTOS.

The drive power of the electric drive 101 is delivered to the vehicle via a transmission 103 which may be present. In the example shown, only one axle is driven, in particular the front axle 110b. A two-axis drive or four-wheel drive is also possible. The battery 102, the motor 101 and, if applicable, the gear 103 have sensors 104, 105, 106, which communicate the operating states of the individual components to the controller 100.

The controller 100 has various tasks, only the most important of which are described here. It influences the energy flow between energy store / battery 102 and motor 101 in order to provide either the desired drive torque or the desired braking torque. For this purpose, the controller 100 can address the switching block 112 in a suitable manner. In this respect, the controller 100 also serves to control the electric regenerative brake. The controller can also receive signals (not shown in FIG. 1) that it needs for its data processing. In particular, it can be connected to an in-vehicle bus, from which it receives the required data. The controller 100 can also have an interface function to the controller 111 for the friction brake. In this connection, however, it is pointed out that the control / regulation 100 for - 11 -

the electrical-regenerative brake on the hardware side need not be provided separately from the control / regulation 111 for the friction brake. This will often be the case. A common structure of the two controls / regulations 100, 111 is also possible.

2 shows a first embodiment for determining setpoints. Device 203 is a device for determining a target vehicle deceleration a _Son from a deceleration request. FIG. 2 shows the case in which the deceleration request is derived from a brake pedal sensor 202 from the actuation of the brake pedal 201. As mentioned above, the delay request can also be generated in-vehicle by other control or regulating components. As also already mentioned, the deceleration request can include a desired vehicle deceleration on the one hand and a value indicating the dynamics of the deceleration request on the other hand. In accordance with the desired deceleration, the target vehicle deceleration a _{target is determined} in the determining device 203 and used for determining target values for braking torques (to which braking forces are equivalent for the person skilled in the art).

In a preferred embodiment, at least three different setpoints (for braking torques) are generated, namely a setpoint M _Reg for the electric regenerative brake, a setpoint M _Reib , _VA for the friction brake on the front axle of the vehicle and a setpoint M _Reib , _Hft for the Rear axle of the vehicle. Instead of the axially generated setpoints, wheeled setpoints can also be generated; then five setpoints would have to be generated together with the setpoint M _Reg for the electrically regenerative friction brake. - 12th

The setpoint generation is carried out in the device 204, 205. The device 204 receives the target vehicle deceleration on the one hand and various other signals on the other. For example, the signals of the sensors 104-106 in FIG. 1 can be received, the signals of further sensors 207 not specified in more detail, the signals of the wheel sensors 108a-108d in FIG. 1 and signals from an interface 209 to a data bus in the vehicle. In addition, the device 204 can receive a signal relating to the dynamics of the delay request. This is indicated by line 210.

In accordance with the delay request, the device 204, 205 determines the specified setpoints on the basis of variable criteria or strategies. Which criterion or strategy is used is decided on the basis of the deceleration request (desired deceleration, dynamics) and in particular on the basis of the target vehicle deceleration. For this purpose, a differentiating device 206 can be provided which outputs a signal which, for the actual determining device 205, indicates which criterion to use and which strategy is to be followed.

One strategy is to bring about the desired target vehicle deceleration simply by actuating the electric regenerative brake. This can be done with comparatively low target vehicle decelerations or corresponding deceleration requests. Then a setpoint (for the braking torque) corresponding to the desired setpoint vehicle deceleration is generated only for the electrically regenerative brake (i.e. M _Reg ), while no setpoints or setpoints of zero are generated for the friction brake (M _Reib , _VA , M _Re ib, HA) • Another strategy is to use the braking forces - 13 -

to distribute between the front and rear axles in accordance with further criteria to be described later with reference to FIG. 4. A setpoint M _Reg for the electrically regenerative brake and setpoints M _Reib , _VA , M _{Reib (HA} for the friction brake are then generated according to further criteria. This strategy is suitable for higher target vehicle decelerations or corresponding deceleration requests.

If setpoints are generated on the one hand for the electric regenerative brake and on the other hand for the friction brake, one can proceed, for example, so that setpoints for the individual axes are first generated independently of the friction brake and electric regenerative brake and then the setpoints for the axis on which both brakes act, to be divided between the electric regenerative brake and the friction brake. With this division, a maximization strategy for the braking torque of the electric regenerative brake can optionally be pursued.

4, considerations regarding the brake force distribution between the different vehicle axles are explained. 4 shows a normalized braking force on the front axle as the abscissa and a normalized braking force on the rear axle as the ordinate. Curve 402 shows a distribution curve optimized with regard to the coefficient of friction between tire and road. At point 407 selected as an example, the standardized braking force has a value of approximately 0.6 on the front axle and a value of 0.2 on the rear axle. The distribution, which is given by way of example by the curve, results from the criterion that the same coefficient of friction is achieved between wheels on the front axle and the rear axle. Φ oQ Φ cn -_ _^ 4-> G cd cQ ^• H xi Φ 4-J g φ Φ

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- 17 -

In accordance with the relationship between torque M, speed δ and power P (P = M • Co) already mentioned at the beginning, the electric regenerative brake is comparatively weak at high speeds. Thus, even at high engine speeds, it may be desirable to prefer the friction brake over the electrically regenerative brake, which can again be done by a corresponding switchover or change of the threshold value in the differentiating device 206 ^' .

Finally, even at very low vehicle speeds (vehicle speed close to zero), it may be desirable to use the friction brake instead of the electrically regenerative brake, since at low speeds for technical reasons

Vehicle speeds that the electric regenerative brake has only a weak effect. Even then it may be desirable to add or use the friction brake exclusively, so that the deceleration-optimized braking strategy is then used by a suitable change in the decision criteria in the differentiating device 206.

Thus, one aspect of the invention is to switch between a braking strategy that is optimized with regard to the regeneration of electrical energy and a braking strategy that is optimized with regard to the deceleration effect, in accordance with operating conditions. The braking strategy optimized with regard to the deceleration effect can include the sole use of the friction brake or a use of the electric-regenerative brake that is optimized as far as possible from the point of view of optimizing the deceleration effect. The use of each of the strategies will follow ^• H ß 5H SH.

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^• HG Φ x: Cn 0 Φ G MH ^• H cn G -P ^• H Φ MH XJ XJ SH φ -HX Φ

-H SH -P SH 03 Φ υ ^• H> Φ SH H Φ ^• H Φ 03 cn Φ 5s 3 G Φ CQ XJ φ ^• H | φ Φ -H Φ -P 4-> cn Φ cn CQ Φ Φ GDH Φ rH cd H cn ^• H SH PS ß XI

2s XI g X) G cd G -H Φ • J •, Cn XJ Φ G 4-> rH cd SH ß φ 0 EH ^*

NGQ Φ 2s Di G υ φ r O ü 5H XJ ^• H Di O XJ. XJ J φ 2s φ ^• H SH Q

Φ _* -. 4-1 cd ε N Φ> o: 3 G φ 1 G Φ ^• H cn GG ü> ^• H 4- ⁾ : 3 cn cn GG. Φ o ε Cn ^• H in SH G -P XJ 3 Φ Φ ^• H cn 03 ^• H ß XJ cd MH 03

G X! Φ Φ SH a N Φ cd Φ -P XJ cd 03 ü SH N G ε Φ Cn Φ -P 0 rH Φ

Φ J XJ g 03 Φ G G rH Cn cd SH cn XJ Cn 03 -P 3 φ X! cn ß XJ cd -H SH 3 4-> -P

-P cd Φ O frl X Φ Φ ^• H XJ -H SH Φ g G ^• H SH -P CQ 4-1 Φ ^• H SH 4->: 3 ε SH Φ

03 SH cn g Φ -P SH Φ o G Φ SH Φ G 3 SH Φ X m GGG XI SH Φ cd MH -H Φ ß o. Φ φ Φ cn • rH Di φ 03 φ G Φ SH Φ rH -P £ Φ G Cn φ SH Φ ß rH cn 2s Di J -P Cn g XJ C-. cd MH XJ φ Φ ^• H XJ XJ Φ X rH SH • rd 3 J Φ J Φ 3 0 rH -H o GG SH φ SH ε cn MH SH Di Φ Cn XJ XJ SH Cn φ rH SH DGN SH rH Cn g cn φ rH Φ

-H ^• HO SH ^• H 0 φ • H -H 3 ^• H φ XJ cd Φ Φ rH 0 0 -H Φ Φ 0 rH ß Φ ^• H rH -H 0 Φ

ε K> CQ 2s X XJ Q & N XJ SH <PJ 2s SH Φ cn «fr. cn XI 2s cd -H SH cn cd Q cn D>

G Φ SH 4-> SH 4-1

• ^• H 4-1 Φ ß rH 03 φ Φ

XJ φ D SH XJ 0 SH g rH Φ XJ G SH Φ ß

OS SH g ß φ> Φ Φ φ XJ 1 SH G Φ Φ GD O. ^• H φ 3 2s XI XJ XI XJ G Φ Φ Φ GG XI ^• H -H

2s Cn cn rH rH XJ 1 SH 0 ^• H Cn XJ Cn φ Φ cd Φ Φ

W rH cn rH cd ß x: XJ Φ Φ ε g Φ G -P • XJ Φ ß rH 3 0 SH X! cd o ü -H CQ ß 3 3 SH X 3 HG Φ Φ MH D υ Φ cd rH cn 3 SH J 03 3 XJ 3 φ NN 1 -H 4-> cd Φ ^• H -H 3

Cn MH N φ ß • H cd 4 03 SH XJ g XJ X! rH SH G cn cd $ H cd SH ß φ ß cd SH ß cd U • H J Φ Φ rH Φ -H -H t ~~ ß -P ß Φ • ε Φ Φ ü

Φ -H -H cn G ^• H Φ φ CJ -PG _* »XI

XJ XJ Φ XJ OH φ X Φ XJ 4-1 SH K XJ ^• H SH> -P cn Cn Φ G u Φ in ^• H φ g SH g CQ SH OG -P Φ -HG Φ _* .

03 ß CQ -H • XJ rH Φ Φ g • »• _ J -H φ -H J φ G XJ C

Φ -H Φ Cn ß φ -P IS ^• H cn C Φ X Φ frl XJ ε N: 0 SH -H

Cn Φ XJ ß φ. 03 -P cd G rH Φ ^• HJ CQ φ X φ XJ

3 _** -H 0 3 XJ m SH o 03 X) cd cd rH XJ XJ cn o in Di 2s J

N -P XJ IS -P SH o Φ cn o Φ X G φ o -H o 0

Cn J φ m XI m XJ G Cn XJ 3 ε in XI r-H 03 4-1 ß

Φ ^• H XJ _* . o 2s ß Φ G -H SH o cd cd G 3 SH Φ

03 φ ß 4-> ^• H Cn X φ Cn Φ G Φ cn Φ 3 G Cn 3. cd Φ Di g N 3 Cn SH 4-1 ß -H 4-1 ß cn Φ XJ XJ cd XJ GDG ^• H -H

Φ φ rH ß Φ 3 g SH 3 g X) SH 03 G X) 3 <= C • H Φ 4-> N

SH Cn ß 0 • H XJ -P cd Φ -P φ Φ rH GG ^• H -P in fr. OG ß

XJ 0 MH frl ß XJ ß ß J SH 4-1 2s rH Φ G cn Φ XJ Φ -H

XI -H SH Φ J ^• H ü X »-H cd 4J Φ XJ o«. C •

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Φ 0 cd Φ SH SH ß MH SH ^• H rH G cd -P ^• H SH -H rH ß

MH rH i - 1 X Φ XJ Φ ß φ SH ß Φ * »rH φ XJ. 03 rH G «. Φ Φ 0. Φ

CN cn 3 cn> -H 03 Φ -H PJ 4- ⁾ φ XJ SH G ^• H XJ ^• H CN ^• H 03 ε ß

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SH XJ o ß CQ Φ Φ XI 4J Cn o Φ φ Cn 4- ⁾ Φ -H 3 -H: cd XJ

SH J φ XI <: 3 ^• H XJ XJ ^• HG in XJ -H -H cd XJ fr. cd φ SH ü

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MH MH X) Φ XJ -H XJ ß: 3 SH Φ Cn cn 03 XJ XJ Φ C SH Ü 3

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2s Φ XI XI XI φ 03 SH SH -P o ^• H CJ Φ rH 3 X ^• HX) rH ß D ß XJ -H 4-1 g Φ Φ φ Cn -H XJ 2s: 3 -H φ rd rH N 0 rH -H ß SH ^• H cd Cn φ Φ ^• H 2s g ß SH XJ -PG ß. o Φ 3: 3 X g SH rH rH cd 3 G Φ Φ Φ 4-> XJ Φ _^ -H Φ 4-1 cn 4-1 MH ß • ^ cd CQ 3 rH SH -P • H xi 03 XI • - HG g O Φ ß cn

4-1 X! 0 U o SH g 0 cd XJ frl υ ε G ε Φ SH o ^• H ^• H g 03 ü Φ xi Φ m cd ß ^• H cn 0. υ -H φ 3 Φ SH go rH ε 4-1 φ ^• H • H -P υ XJ P. Φ cn g ^• H Φ rH SH N XJ Φ X! MH Φ cd 4-1 ß SH SH cn Cn> ß g SH -H xi CQ Φ Φ 03 G ß yi SH

Os ^• H cq ß Φ D> ß ß -H Φ φ -HG XJ υ φ 03 Φ G Di Φ -H P. Φ φ in ^• H 2s φ ß 3 Φ -P 03 x. SH ^• H: ed G 03 3 03 Cn G Cn φ ^• H frl rH ^• H 3 -P 4-1 cd g υ EH frl 4-1 03 Φ ε N g 3 3 G ß g cn • ri IS ß XJ g SH φ 03 Cn 4-3> φ SH Φ N SH 3 ß Φ g φ D> SH 0 J og Φ SH ^• HG SH G cd -H SH 0 SH Φ X! SH ^• H Cn cd

Os XJ -H Φ cn -. ü ^• H ^• H ß XJ ε Φ φ: cd -P 4-1 XI> XI XI: 3 Φ ^• H SH

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H -H XJ XJ CQ frl XJ SH X XI 2s ^• H Φ JG PJ n PS Q rt! cn cd Φ D.

Claims

- 22 -

Expectations

Method for determining target values for braking forces of the moments of a brake system of a vehicle which can be driven electrically, the braking forces or moments being determined in accordance with corresponding target values by a friction brake acting on all wheels of a vehicle and an electrically regenerative brake acting on at least one axle can be generated with the steps

Determining a target vehicle deceleration from a determined deceleration request, and

Determining the target values in accordance with the target vehicle deceleration,

characterized in that

Depending on the desired deceleration, either the setpoint for the electric regenerative brake is made as large as possible or the setpoints for the electric regenerative brake and for the friction brake are set primarily according to criteria relating to the brake force distribution on the axles.

A method according to claim 1, characterized in that in a first range of the target vehicle deceleration, the target value for the electro-regenerative brake is made as large as possible, and - 23 -

in a second range of the target vehicle deceleration, which lies above the first range, the target values for the electrically regenerative brake and for the friction brake are set primarily in accordance with the criteria relating to the brake force distribution.

A method according to claim 2, characterized in that in the second area the setpoints for the electrically regenerative brake and for the friction brake are specified such that the distribution of the braking forces or torques on the different vehicle axles is a setpoint distribution which is favorable for the use of the coefficient of friction between tire and road between the front and rear axles.

Method according to claim 3, characterized in that the target distribution depends on the loading of the vehicle.

A method according to claim 3 or 4, characterized in that the target distribution is selected so that blocking on the rear axle only begins after the front axle is locked.

Method according to one of the preceding claims, characterized in that the setpoint for the electrically regenerative brake is specified in accordance with an operating state, in particular the speed, of the electric drive motor and / or in accordance with the state of charge of the battery. - 24 -

7. The method according to any one of the preceding claims, characterized in that the friction brakes of the individual wheels are controlled individually in accordance with electrical signals that are generated in accordance with the setpoints.

8. The method according to any one of the preceding claims, characterized in that the target vehicle deceleration is determined in accordance with the degree of actuation of the brake pedal and in accordance with the dynamics of the brake pedal actuation.

9. The method according to any one of the preceding claims, characterized in that the target values are modified in accordance with slip information on the individual wheels.

10. The method according to any one of the preceding claims, characterized in that the electrically regenerative brake acts on the front axle.

11. The method according to any one of claims 2 to 10, characterized in that the delimitation between the first and second area of the target vehicle deceleration is changed in accordance with the dynamics of the deceleration request.

12. The method according to any one of claims 2 to 11, characterized in that the delimitation between the first and second area of the target vehicle deceleration is changed in accordance with slip information of at least one wheel. 25 -

13. The method according to any one of claims 2 to 12, characterized in that the delimitation between the first and second area of the target vehicle deceleration is changed in accordance with an operating state, in particular the speed, the electric drive motor and / or in accordance with the state of charge of the battery.

14. The method according to any one of claims 2 to 13, characterized in that the delimitation between the first and second area of the target vehicle deceleration takes place in accordance with an adjustable threshold value.

15. A method for dynamically determining target values for braking forces or moments of a braking system of a vehicle that can be driven electrically, the braking forces or moments being determined in accordance with corresponding target values by a friction brake acting on all wheels of a vehicle and one on at least one axle acting regenerative brake are generated with the steps

Determining a target vehicle deceleration,

Determining the target values in accordance with the target vehicle deceleration, preferably according to one of the preceding claims, and

Correcting a target value for the friction brake, preferably for the front axle, in accordance with the dynamic behavior of the electrically regenerative brake. - 26 -

16. The method according to claim 15, in which the dynamic behavior of the electrically regenerative brake is determined continuously, in particular by sensors, and the correction of the setpoint for the friction brake is carried out in accordance with the result of the determination.

17. The method according to claim 15, in which the dynamic behavior of the electric regenerative brake is continuously simulated and the correction of the setpoint for the friction brake is carried out in accordance with the result of the simulation.

18. The method according to claim 17, characterized in that the simulation is carried out using maps and / or formulas.

19.Device for determining target values for braking forces or moments of a brake system of a vehicle which has an electric drive (101), a friction brake (107) which applies braking forces to all wheels (109) of a vehicle and a target according to Corresponding target values on at least one axis (110b) applying braking regenerative brake (101, 102, 105), with:

a device (203) for determining a target vehicle deceleration from a determined deceleration request, and D> C Φ

3> Φ Cn SH -.

SH X! -H XJ G G Φ G Φ SH -P

Φ

Os o -P rd 3 Φ XJ ». ε φ> Φ _* . XI

SH D cd cd Cn rH G: 3 -P -H 4-1 -H X) -P -H

Φ: 0 ß SH cQ ^• H XJ -H φ -H 4-> Φ g Cn

XJ N Φ cd Φ o Φ SH J Φ φ cd Φ G -H 1 SH

SH Φ ß a -P SH G Φ ^• H -P is SH XI XJ J 0

G Φ 4-1 Φ SH 3 Φ XI XJ Φ SH 1 N Φ cd υ Φ υ>rH> SH 1 D> XJ Φ XJ GGJ Φ XJ GD -H 4-1 cn φ Cn φ XJ φ o> ^• H 3 _* . CJ 15 ü Φ CQ D> Φ SH -H 0

-P 3 IS o «. SH cd -P -P Φ σ> 03 rH cn ^• H Cn cd GN Φ SH cn

-P Φ rH cn 4-> 1 ß MH φ D> G SH rH -H φ rH ^• iH a 3 G 15 -P

-HN xi Xi cd G Φ G 3 Φ 0 SH J SH rH φ rH, - «. Φ ε SH 0 ü CJ SH 5H XJ ^• H 3 SH -P cn -PG 1 XJ -HX rH Φ cn

SH XJ cn -P cd cn: cd X CJ XJ SH Φ G X 3 x: ü φ Φ 0 rH

Di cn φ ε frl cd X g ^• H g cn • -H Φ Cn 3 SH φ o cd -P Φ fr. SH Φ SH -H ε -P Φ -. Cn: 0 Φ rH -P cn G 54 SH ε 1 Φ cn rH XJ -P SH Φ rH N: 0 N SH XJ Φ XJ ^• H Φ XJ SH Φ XI

3 rH XJ φ φ o X α. SH rH GV £> N SH Φ ü SH SH> ü φ ^• H XI

N rH XJ -H Φ CQ φ GO SH Φ XJ G φ cd 4->: cd 4-> SH XJ XJ ^• H o ß ü φ rH rH Φ -P Φ CN Φ> ß rH ^• H g X g MH 3 φ

, -. cn rH 03 -H Cn φ 03 Φ 03 X • -> D cd φ xi Φ -H cd G SH PJ in φ ß XJ: 0 ε -HG Φ Cn 3 ß 4-> XJ rH SH H cd rH: 3 o SH 4-1 3 g φ Φ XJ ^• H Cn Cn 3 Φ ^• H -P SH o φ O. X XJ φ MH φ

CN Φ 4-1 2s SH -P ^• H SH Φ G Φ N φ -H: 3 -H 03 -P ^• H

XI ^• H cn: 3 cQ XI XJ XJ. 3 N SH ß g MH rH φ Φ g -. 4-> φ XJ

_* . ε D MH: 0 XJ ß σ 4-1 SH XJ 0 SH Cn -H 03 Φ o -H 4-1 - "Φ CQ SH ß SH SH ^• H φ JHX! x: rd> frl 4-1: 0 XI g SH CN g SH SH o XJ cd frl 3 4-1 Di: 3 φ MH ü cd fr.SH ε Φ CQ SH φ: 3

CN cd XJ XJ ^• H

CN SH SH MH PJ MH fr. 1 _** , g Φ -P SH SH XJ frl 15 MH

Cn g Φ Φ Φ Φ cd ü SH 1 rH 4-> 3 2s CQ: 3 XJ Φ cj rH cQ> - 3 Cn IS cn φ φ SH o 3 G rH rH tn N rH: 0 MH XJ -H 3 g rH XJ

Cn cd -PN: 0 iH g -P -H 4-1 rH SH ^• H rH 0 Φ rH SH • H XJ SH 3 0 C

G a φ N <- Φ SH XJ φ rH J, Φ o cn -H D «o Cn Φ Φ Q. N cn 3

3 G Cn SH 0 SH Φ XI • cn 03 cn rH C cn 4-1 X X) cn

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SH NO Φ XJ -H cn XJ SH XJ o ^• H XJ Φ ^• H 5H rH Φ ü XJ J SH

G Φ ß ^• H XJ 4-1 ß φ o cd Φ X! CJ SH SH J CQ 0 SH SH cd oo CQ

^• H -P ß SH cd Φ 3 4- ⁾ G XJ ü ^• H Φ G o cn: 3 4-> G ^• H ^• H frl SH Φ ß φ Φ SH ^• H ^• H o ^• H φ CQ ^• H - H Φ MH Φ SH φ Φ

Φ X ^• H XJ XJ Φ XJ Φ SH G Cn 03 Φ SH frl Φ> φ XJ Di G SH>

SH IS φ frl cd φ ß cn t * J Φ G $ H SH Φ G SH ^• H ^• H XJ. G -H φ -H φ rH Cn Cn Φ SH ε XJ 3 Φ φ CQ Φ Φ Φ • P XJ GG 4-1 3 frl CQ -P

G Φ cQ 4-> Cn Φ Φ G 4-1 -P CQ -P -H CQ cd 3 Φ rH -P cd

-H 0 J ^• H cd ß Φ X) SH 0 GJGG 03 XI SH XJ -H rH J Φ G SH φ cn O XJ a φ SH O CQ> cd υ! 3 G Φ SH G Φ υ Φ SH Φ CJ ^• H φ Φ

SH -H Φ 4-> Φ ^• H Φ G ^• H cn Φ 4- » ^• H XI -PG

OS 3 SH Φ -P -H Φ 4-> Φ Φ g 4-> 03 SH -H Φ xi SH G cn Φ ε XI cn Cn SH φ -HG SH CQ φ Cn cd 0 -H SH 2s Φ 0 SH Φ Φ SH -H 0 cd 15 Φ

1 XJ 1 1 1> Φ Φ N XJ 15 φ SH CQ CQ w Φ> XJ N SH σ. O o rH

CN CN

- 28 -

that the distribution of the braking forces or moments on the various vehicle axles (110a, b) corresponds to a desired distribution between the front and rear axles which is favorable for the use of the friction values between the road and the tires.

22. The apparatus according to claim 21, characterized in that the target distribution depends on the loading of the vehicle.

23. The apparatus of claim 21 or 22, characterized in that the target distribution is selected so that on the rear axle (110a) blocking only occurs after the front axle (110b) has been blocked.

24. Device according to one of the preceding claims, characterized in that a detection device (104, 105) for detecting an operating state, in particular the speed, the electric drive motor (101) and / or the state of charge of the battery (102) is provided and that Device for determining the setpoints specifies the setpoint for the electric-regenerative brake in accordance with a detected value.

25. Device according to one of the preceding claims, characterized by a control or regulation (111) which generates individual electrical signals for the friction brakes (107a-d) of the individual wheels (109a-d) in accordance with the setpoints.

26. Device according to one of the preceding claims, characterized by a brake pedal sensor (202), - 29 -

wherein the target vehicle deceleration is determined in accordance with the degree of actuation of the brake pedal and in accordance with the dynamics of the brake pedal actuation.

27. Device according to one of the preceding claims, characterized in that the device for determining the setpoints modifies the setpoints in accordance with slip information on the individual wheels.

28. Device according to one of the preceding claims, characterized in that the electrically regenerative brake (101, 105) acts on the front axle (110b).

29. Device according to one of claims 20 to 28, characterized by a change device (208) which changes the delimitation between the first and second areas of the target vehicle deceleration in accordance with the dynamics of the deceleration request.

30. Device according to one of claims 20 to 29, characterized by a change device (208) which changes the delimitation between the first and second area of the target vehicle deceleration in accordance with slip information of at least one wheel.

31. The device as claimed in one of claims 20 to 30, characterized by a change device (208) which delimits the first and second areas of the target vehicle deceleration in accordance with an operating state, in particular the speed, - 30 -

of the electric drive motor and / or changes in accordance with the state of charge of the battery.

32. Device according to one of claims 20 to 31, characterized in that the

Changer (208) changes a threshold in the discriminator (206).

33.Device for the dynamic determination of setpoints for braking forces or moments of a brake system of a vehicle, which has an electric drive (101), a friction brake (107a-d) which applies braking forces to all wheels of a vehicle according to corresponding setpoints and one according to Corresponding target values on at least one axis (110b) applying braking regenerative brake (101, 102, 105), with:

a device (203) for determining a target vehicle deceleration,

a device (204) for determining the target values in accordance with the target vehicle deceleration, preferably according to one of claims 19 to 32, and

a device (501 - 506) for correcting a target value for the friction brake, preferably on the front axle (110b) in accordance with the dynamic behavior of the electrically regenerative brake (101, 105). 31 -

34. Device according to claim 33, with a device (501) for continuously monitoring the behavior of the electric-regenerative brake, the correction device (502, 503) correcting the desired value for the friction brake in accordance with an output of the determination device.

35. Device according to claim 33, with a device (504-506) for continuously simulating the dynamic behavior of the electrically regenerative brake, the correction device correcting the setpoint for the friction brake in accordance with an output from the simulation device.

36. Apparatus according to claim 35, characterized in that the simulation device has a map and / or a device for calculating formulas.